time. But it’s the Audi that’s about to prove quoted figures can
be beaten. Smashed, in fact.
Rolling to the start line with almost more than double the
driven footprint than anything else here is a decent advantage.
But it doesn’t prepare you for the RS5’s savageness. When you
set its systems to attack, then drop the stalled revs at 3150rpm,
it lunges forward so fast you have to brace your head against
the seat to avoid whiplash.
From rest, triple figures arrive in 3.7sec and 400m passes
in 11.9sec. However, with the lowest power-to-weight ratio, it
also is the slowest across the finish line at 185.46km/h. And
while its ferocious grip and speed define it in a straight line, it’s
memorable on snaking roads for other reasons.
Through long, constant radius corners its nose responds
slowly and is horribly indirect. We’ve criticised Dynamic
Steering in the past, perhaps explaining why it’s optional, but
it can lock the steering ratio in Dynamic mode (at 13.5:1 versus
15.9:1). This added accuracy would improve the connection
with its front-end dramatically, rather than feel like you’re just
holding on. Because that’s what you will need to do.
Charge at a tight bend, stomp on the brakes, lean into
the wall of grip and get on the power. Hard. It claws into the
surface with its huge paws, growling with an enjoyable but
slightly artificial tone, then leaps at the next corner. Watch
others in the rear-view shrink.
It’s so grippy it’s hard to imagine it ever letting go. But it
will. Trail some brake, throw it at an apex and it’ll wriggle into
oversteer. This happens with a slight delay, so there’s time to
get back on the power and overspeed the outside rear wheelOTHER
POINTS
OF VIEWDANIEL WONG, MOTOR
DIGITAL PRODUCER
My pick: Giulia Q. It isn’t as
perfect as the Mercedes-AMG
C63 S, cohesive as the BMW
M3 Pure, or capable as the
Audi RS5 Sportback, and I
doubt I would get over its
numb brake pedal and interior bits that might
not outlast the warranty. However, then again,
I don’t think I could resist its charms either. It
strikes the heartstrings with steering and a chassis
that has a lithe and effervescent quality that you
won’t find amongst this company. It snubs the
cold objectivity of the “ownership experience”
and eggs us on to savour each moment and live
a little, come what may. For that I applaud its
bravado and pocket its keys.
SCOTT NEWMAN, MOTOR
ASSOCIATE EDITOR
My pick: M3 Pure. Objectively,
it’s the C63. It’s expensive, but
the ride has been transformed,
the tech is cutting-edge and
the thunderous engine makes
you forgive the gearbox’s low-
speed jerks and thumps. Subjectively, each car
makes a strong case. The RS5 Sportback has the
fast family thing sown up (though we’d prefer an
RS4 Avant), the Giulia rides beautifully, loves to
play and goes like a rocket and at its sharp run-
out price the Alpina is an intriguing, road-focused
halfway house between M3 and 340i for those
who value exclusivity. Remarkably, though, I’d take
the M3. I wish its steering wasn’t so numb and
that the engine sounded better, but as a cohesive
driving machine it’s the best here and at $129,000
it’s the bargain of the century.
DAMIEN PELLETIER,
MOTOR ART DIRECTOR
My pick: C63 S. All of these
muscle-bound Europeans can
annihilate a given set of corners
with poise and comfort, but if
I were faced with the unlikely
predicament of which to
choose, three stand out. The M3’s flared haunches
exude menace and it carves apexes with laser
accuracy. The Giulia steers and rides beautifully
and those Italian curves are oh-so enticing. But I’d
pinch the keys to the C63 S every day of the week
for one reason – that twin-turbo V8 beast lurking
under the hood. The ride can still be a touch busy
and you feel the extra heft after the BMW, but
the way it snorts and bellows whilst delivering a
700Nm kick to the spine never, ever gets old.
68 may 2019 whichcar.com.au/motor